Combined automatic train signaling and control system.



J. W, BUEL'L. comemeo AUTOMATIC 1mm SIGNALING AND CONTROL SYSTEM.

APPLI CATLON FILED APR. I6, 1908.

Patented May 2,1916.

5 SHEETS-5HEET I.

y y a P 3 a F Q e g ll (i /z Walla:

w/ a m J. W. BUELL. coulsluiluummmc TRAIN smwmue AND CONTROL SYSTEM.

APPLICATION HLED APR. 16 I908,

Patented May 2, 1916.

5 SHEETS-SHET 2 12m?) I 8,074 EZfiaeZL.

EZMIJW! J. W. BUELL.

COMBINED AUTOMATIC TRAIN SIGNALING AND CONTROL SYSTEM.

APPLICATION FILED APR. I6. 1908,

Patented May 2, 1916.

5 SHEETS-SHEET 3.

-iiaznior t/bwgvk f m fi T w a H .1 2 17% J. W. BUELL. COMBINED AUTOMATIC TRAIN SIGNALING AND CONTROL SYSTEM.

APPLICATION FILED APR. I6, 1908.

J. W. BUELL.

COMBlNED AUTOMATIC TRAIN SIGNAUNG AND CONTROL SYSTEM.

APPUCATION FILED APR 16, I908.

5 SHEETS--SHEET 5- Patented May 2, 1916.

PEK/ZW-I";

ICE OE COLUIYIBIA.

COMBINED AUTOMATIC TRAIN SiiGll'fiLl'E-iG AND CONTROL SYSTEM.

Application filed April 18, 13%.

2' '0 all whom it may concern Be it known that 1, Josnrn -W. Bonnie, citizen of the United States, residing lVashington, in the District of Columbia, have invented certain new and useful Iniprovements in Combined Automatic Train Signaling and Control Systems, of which the following is a specification.

This invention relates to a combined way signaling and automatic train control system.

In order to clearly understand the and scope of the present invention it first be considered with reference to its fundamental characteristics, which contemplate securing the automatic control of and signal production on a locomotive loy a. sys tem so organised as to ha es large working; radius, and that comprises the fewest pos sible number of components or elements so combined and functioning in relation and dependcnce throughout as to meet the engineering rule of failure on the side of safety." and thereby secure the most perfect mutual dependence, and which at the same time calls forth in operation as a functional whole the fewest possible nuinber of changes or sequences in the production of' thcresult sought. To this end the arrangement or combinations of electrical circuits forming the system is such that a obstructing train or other danger giving condition acts, first, on a normally closed all-rail track circuit section, in which the said train or danger giving condition is present, the change in said track circuit in turn effecting a part or the whole of an iin mediately adjacent rear (normally closed) track circuit section, thereby simultaneously causing the interruption, respectively, of normally closed partial circuits at two points where the said partial circuits normally bridge insulated joints, (that define the respective block section limits) and which serve as signal receiving and traiiic controlling points; second, on a combined nornmlly closed traveling wire and rail protective circuit arranged in connection with a locomotive that as it advances to the trafiic controlling points presents. successively, the normally closed protective circuit to the compensatingpartial circuit or the resistance giving elements or insulated joints, as the case may be, that are arranged in the pathway of two or more traveling on said locomotive, at the moment Specification cf Letters Patent.

Serial No. 27,458.

to third, electromagnetic or currentnctunieci circuit controlling means r so. o he locomotive or train in operative relation to normally closed protective circuit, the some bein" arranged in operrelation to two interrelated normally is of said protective circuit,

one of said circuits being cond, while the other forms a parin includes in derivation, respec- "ereutinl branches, arranged relation, one of said branches li l' ig recalls, and a valve holding being directly subi elec magnetic partial circuit termii ections with a rail or rails over n rich the tr traverses and by the movement of the locomotive the said partial circuit is opened maintained closed atcertain prescribed tralfic controlling points.

the development of this system was coincident with a series of actual tests on a railroad it is believed that a. better understanding of the nature and scope of the present invention can be had by considering the problems which rise, in the employment of method and means that depend upon the presence of locomotive wheels upon the trellis rails alone for establishing or completirg a normally closed train carried protective circuit, through the rail portions over which the locomotive is at any moment trawling and which utilizes the movement of locomotive in its passage from one block section to another over gaps formed by insulated joints, to thereby cause at. such points either a safe pathway for said train curried current with non-effect on the governing instrument under safety conditions or a modification or variation of the detect ing current of said circuit under danger givin: .:onditi0ns, either of said conditions being imposed according to the influence of a. track gov ng circuit. Under such a normally cl train carried circuit plan of operation there are two ways by Which such a diil'erei'itial principle of control of the train carried circuit and governing instrument can be effected. 1st. By varying the externa, resistance at the block junctions where the gap is formed by thetruck in sulation. By varying the tension or by the diagonal of a VVheat Patented 's '2, ms?- slight iu cliect, in mi and close the partial circuitclectric impulse therefrc points. T 0 this end I employ a 'varying externel resisliance that is bridged normally bv a )artml circuitthat is overnecl in 7 I its control by a track relay of advance block the clutv of which is 0r loop around the insulated joint according to danger or safety conditions in such advance block.

the nor-- As the locomotive upon which mall closed train curried circuii and an paratus is instilled may pass u joint nor mally bridged by a partial circuit at a high rate of speed, and the contacts or wheel ter minals of said train carried circuit, move to quickly break and make thmcah circuit i0 present the partied circuit there is under safely conditions aliorded a compensating or safe pathway for the train curried current, which remains uziallected inv its flow through the said circuit by reason of the. change but on the other hand if the partial circuit is fouuc under danger conditions to be open, the insulated joint or joints pr c sentecl therehy will not introduce infinite resistance to cause :1 breakage of the train carried circuit but there will be introduced simply :1 leakage pathway-r stance around said joint, or joint-s, which resisiance factor under the varying conditions of weather. type and life of joint will vary over a wide range throughout a line of Way, and at cer" tuin points, the resislzuice cl resented may be so low that inclui on in train carried circuit for ii int will. he so 'Jilg or niodii iug current; flow n said circuit as to render probable a non-eli'ect on ilie governing instru ment and thereby cm :e u supp. .on of the signal and train {,Ol'rul' iiuuztions on the locomoti've under cl Alger co ii'iions,

It has been proposed i order to render more elfective and reliuo a plan of control at block junctions or tr controlling points, to employ in coiuu with each partial circuit installed at such points, an auxiliary sourcc of elect c energy, and to arrange same for clfpci ll u with the train carried equipment. in a manner whereby an in a prescribed direction will act on u p .mi uru'iuture of the governing instrument in; red in the train curriccl' circuit to iufuin in a safety position while err)" 21;: the joints, and to obtain a danger movementthereof 11-; such points by :1 reversal of currentdelivery to said governing instrument, and tlmreh; dicutc, respectively, siren-dine; to such a cliffercnzial principle the dict C'i' danger conditions. as the lccoumiivc s Eiucli point-s. The failure of the iinpu. the truck battery or if simply to open menus mit-video it fail to reach the govern-,

instrument on the passing locomotive,

' buttery fliilure or other cause, chare plan as inherently faulty in it departs from the required enrulc "failure on the side of V therefore an object of the present; in rcntion to organic- :i nornmllyclosed ruin curried pr "'ftli'e circuit and adjust its iulernul rent with the external relations of an cxtr 7 )us resisi-ance varying means locnl'ed lilo h unci-ions, "that under cciuj tions We train carried circuit will fin safe pathway in passing from block to block through a (lead-wire partial circuit of negligible resistance, resulting in conic an eil'icient factor in creating" u relatively large internal change or degree of mag!) in in modifving the current action or ik in said train carried protective circuit in a manner to secure the necessarv eilicicut controlling action upon the govern in; instrument in the producti'm of a signal and the :iciuutiun or the train controlling devices. The partial circuit thus arranged closed .YllPIl-ijlll the truck relay or governing iuslruiuent is active and open when the more dci miergized, thereby observing the engineering rulc above referred to. Bf the employment of all-rail track circuits and such simple and ellicicnt extraneous means each locomotive rill act as ii passes over the line not only to discover by reason of such an cl'guiyn'i'ieut any obstruction ahead but will serve us an automatic inspector of the state or condition of the line.

The ohj' ctiou raised against installing autoumtic l loclc toms is the matter of initial cost. and no rmlttcr what the cost per mile is the length of road in be protected is what grwcrus the cost. In call curricd svstems depending upon the presentment of partial circuits nrmugcll in conjunction with insuluicd joints on om. side of the truck ther has her-u hrri-tol'orc I owed either the condition of placing lhe entire length of line oar-r which the qulg -cd locomotive travels in condition or will ing and v Pol proposed red it can be conditions will find.

oresent system ill") installed at only specially dangerous points along the line of way (such as at tunnels, cross-overs, yards, cur es and the like) with inexpensive track equipment and by the equipment of only a small percentage of locomotive a betterment in safeguarding the road may he obtained With a relatively small cost. I

\Vhile the track circuit control of automatic block signaling systems, and the controlling primary protective train carried circuits have been designed to produce a danger condition in accordance with the principle of breaking; a normally closed circuit or by producing a diminution or ahsence of current in said circuit in order to observe the engineering rule of failure on the side of safety still when it comes to providing a local working circuit on the locomotive, such as a signal or air control cir cult, the contradictory arrangement of closing a local circuit to flash a signal lamp or energize a valve controlling magnet has been employed.

It is further'au object of this invention to provide a means that throughout the entire system observes the rule above referred to by employing a local signal circuit so interrelated with the primary controlling train carried circuit and a common source of electric energy that under safety conditions the danger lamp or lamps are furnished \\ith a current of one intensity, normally, just enough to maintain the lamps at low incandescence for tell -tale purposes, and to fur nish thereto a current of greater intensity to flash the lamps to full iucan lcsencc under danger conditions and to perform these functions without either opening or closing the local branch within Which the lamps are included. Likewise it is proposed to con trol the *alve holding magnet which gun'- erns the air brake application by including it in a n rmally closed lzrancln and operating said valve by a dei ncrgiaation ofthr margin-t controlling same.

Wayside signals have already her-n located at such. distances from danger points or the entrance to block sections as to provide ample space in which to bring trains to stop from customary speeds, while they are sulliciently near such points to avoid iuterferoime with the orderly movement of trains through on necessarily retarding their progress at re mote distances by reason of signal observancc. (ab signaling and the automatic control of trains should likewise be estahlef ed upon this principle To insure that trains shall receive an ample preliminary signal or be retarded or stopped before reaching a danger point or obstructed block. it will he necessary to place the signal receiving or break applv ing pointlnearlyor quite far back as the distant Wayside signal or from 1500 to all) feet, and providing there a means for certainly operating the same in unison with a like means at the entrance of the obstructed block or with the home external signal.

In the present invention it is proposed prinuirily to employ instead of the overlap plan cut-section systeun which in practice provides a block preferably three-quarters of a mile in length that is cut into two sub sections and equipping same in a manner that will not only afford the production of the signal and the required brake application sought before reaching a home signal, and. a repetition of such action upon reaching the home signal point but which will afford a still further repetition of such action in a traific situation in which an engineer persists in overrunning a home signal and finds a train in the advanced end or subsection of the block section.

It is of great importance not only that the automatic controlling means on the locomotive shall be operated each time there is a danger giving condition ahead but also that the action thus inaugurated upon the controlling means shall continue to govern until the engineer takes appropriate action, and which is of itself independently ade ,quate to cause a completion of the retardation and stoppage of a trairnstill will be capable under the will of the engineer to be checked at any stage of operation and low of the restoration of the air brake system by the pushing of an electric button and the usual n'ianipulation of the engineers brake valve lover. The principal reason for such a plan of operation and control is that in attempts that have hitherto been made to combine signaling and automatic control, there has been the highly objectionable fealure that the l comotiw has been arbitrarily ttllifill out of the hands of the engineer for the period icquircd to consununate a quick, complete and violent emergency upplication of the hralicsa to therein stop a train with no u'icans to check siuh an op oration at an stage or until it has conr pletciil the rc imrtimi of train pipe pressure.

The main llini-ti n in applying an brakes r -lcusii=g or \enting air from the train pipe. and any material reduction therein ill apply the brakes. in applying an emergency app ication it is Ili'( -:-5u1 to main: a sudd n rezlucthm o air in trainpipe pressure and to thi 'i-nd the vrut or discharge port tin-rotor must he of a size and have a capa ity to allovv ol' the sudden and abundant discharge of air A reduc tion of pressure with a given size port at the locomotive end of the train can be lnailc more quickly on a short t '11 than on a long one. and in ordrr to Inalnt a \alve for con trolling: the rel f of a train pipe open ate the same for dill'ercnt lengths of train,

l l I,

prim-trail Mimi, large o l a Lriphvalve eontrolling devices, it eke itv function Within ieun made to unoo'ver a port gainer upplimiioir this AUIlOH proposed rill-w his! therein 11 i 113i escape o enough to client by reason of the disli tln-roirom the quick acting and uniformly ohlmn an emer- One attempt to modify the employment of a :i tapering form of opening (in? poi-pose of il'isnring a grzuh 2'' air from the train pipm in the manner of a service application but such a CODStl'llPtlOll faiioil to realize the sought for the reason that the val:

was so rapid by virtue Valve simply againstof the rose purpose e travel of the impact there-- rvoir pressure that the functioned to open th e port to its full. limit. insmntiy.

The present plan of inaugmniingg mi.- ilmi,

inner to QPJJHH: n redum brain by a progressive tion of speed application oi 1in increziemg iii-"f]ifll:" bringing" of {he i" absence of the lire:

on proceeds on the :1. selfwronhained on lilo allowing a rewith a gradually Wlll insure the:

:in to a standstill in the I 'Hi" or fireman within 1 actuation, Sllll n a manner to be in: roi'ziroi oi ihe engiil! be shocked e the (win him, liven s nus 'fuolii'o to i'lilliililll. oration to 3hr mzmi;

r ron in its:

weir; am-

at the few? of its on f Zinc tr. 4 and i lt'li n any oiizvr N 5) zhe {min pipo into of travel of ischarg \"fiho, as Well :19 its ho-NW l pmiiion in vi gin-rice PW HP! in an emergency wring mowinont U13 position i in gov (Mimi :i l were rmfliution of Q pro \roir mail ili'ol. Tho h lZHll illllw; in

time Hill! 1 a \rrimiile sigma. or lL Pls', iiPl UFU sin. in {m n rezmhos tho (Mr ihorvh s' not iiovos iinw in :m equalizing: ween 1114101 the ii'il'limioo of rioetricel 5 of SE ioi uv 2! down or made use of the arrangement oi siren devices shown in iiie zic oinpzinying Inge.

Figure l shows in simple fl/ 1:1 general arrangement and prinoipl Quit ormnization pertaining; to L motive equipment. Fig 2 shows; in (lin gram the same circuits conmoiiions and i3- vices with which the locomoiive is eqiiippeijl, arranged in operative relation to ii Signal receiving: and trafiic controlling point on the trunk. Fig. 3 Sl'ROWS a diagram of one full block length and portions of two adjacent block sections: of a railway track, controlled by an electrical antornntie block system arranged in ecoordanve with the plan of this invention, and providing means adapted to (-oiiperme with nieol'mniqin can rim'l on the locomotive. Fig. 4 shows in diegruin :i modificuiion of the (rmciroiziii 11"- rnngemonts and device mngil red in l/"ig shinning an air brake mm 1 riiieii on a loeomo-tim, indicating their relaiive lose tion and connections. together with in; ed elenwnte required accord of thii invention. Fig, im ration, and partly in section tl L'YZHC! valve. and itr equalizing reservoir. 7 i elm'nti n zansl seciion the Y: ..i*. fl ;iineiie means employed For r-miiirollin release from the s vssiem, and ihe a shutoff wire which i: utilizwl t co 7 .Imi main we" fill iL'l'UIllll'lfl to the pr' 'i of thi. invention Similar cl'mrnciims (lQS all thefignros of the A Helm-ring, first. more partioularlv :"o 5" simple diagram in Fig. 1 there eiimin normally cloevcl svsi'ern of' circuits f l'airtconrprises interrohiteil controlling c reniis A and B that are connected in par lei Wiiii th working circuit said eirc its: being: each. connrfl'wl with the battery i'omim'jir and "i(lrespeotinj-ly. of. the in. lions 11+- nnd iiii tin; Fi -n of current if; m iilii t rry H 1 in manner Liam; is l hor t hhlo :15 a voinllu'rn soul 1: 12; i

iii in? ifllltl'fliiiflfl and aiming and th (iil'iCiFi eniploveil in ciizinrc {hm M? iii! ignfiiiv ii d m W i n "'0.

. 15' therefor.

pleted between said conductorsl through the rail, and which are adapted 'to coiiperate with other partial circuits arranged along the track, in order that when the equipped locomotive reaches a signal receiving or traffic controlling point, under danger conditions, a change may he produced in said circuit A, associated circuit B, and an electroresponsive device arranged in operative relation with said circuits.

The two circuits A and B are arranged to include a detecting and Work-circuitgoverning difi'erential relay R, that comprises a pair of proximally arranged opposing electromagnets 7 and 8. having a common workcircuit controlling armature 9, that is arranged to oscillate as shown. The electromagnets 7 and S are included, as shown, one in each of the respective circuits,- oil T, in circuit A, being arranged to exert normally a stronger influence on the armature to hold it in safety position but which armature is adapted to be decisively attracted to the other clectro-1uagni- ,t 8, to function in .the production of a change in the working circuit (l in accordance with the changes initiated or produced in circuits A and 13, under danger conditions. and by a method to be hereinafter pointed out. The circuits A and B also include (incandescent) tell-tale lamps H and 15, having the same resistance, and that are connected in series with the respective coils 7 and 8, and which serve to show the integrity of said respective circuits. Upon encountering a point of insulation along the track, in a manner to be hereinafter pointed'out, circuit A will be affected by an interruption or diminution of current flow therein, by reason of the introduction of external resistance, and therefore in order to obtain a relatively large percentage of change in the current variation in coil 7, the first requisite according to the plan of this invention, isto so organize circuit A so as to make it a comparatively low resistance circuit. To this end the coil 7, is Wound to low resistance, and the low resistance lamp '15, is still further reduced as-a resistance factor in said circuit by providing a shunt in favor of 8 may he still further increased by the employment of a low resistance con neat-ion 16 between. points u-a, serving as the diagonal of a Whcatstonc bridge. which means affords an iru'icnseii urrent flow to coil 8 under said. danger conditions. Under In order to obtain a balanced" safety conditions at the points a-a the same i6 is concerned. Consequently there will be no current passing .through wire 16.

- A current of electricity starting from the positive pole of battery 10 on arriving at point 11+ divides, part flowing through A, A, to point 11- and part flowing through B, B to point 1l, thence unitingand returnin to battery. The resistance of each arm 0 these respective circuits being equal to that of the other, there is norma'lly,,as is well understood, no flow of current through the cross-wire 16. But when there is introduced an external resistance, to be found at a point of insulation, into the arm A of the bridge, the balance of the bridge is disturbed, so that there is a flow of current through the cross-Wire 16, and thence to coil thereby adding' an increment to the strength of current flowing therethrough. The current difi'erence in the respectiye'coils 7 and 8 in such a situation is increase however, when the resistance in circuit A is increased (within given limits) and the normal resistance of the lamp arm 14 andcoil arm 8 remain the same. In other Words upon the introduction of track resistance in A circuit (the bridge being closed) the current in 8 coil is increased and the current in coil 7, is decreased more than if the bridge 16 had been open.

Circuit C includes resistance 17 and a dividcd circuit portion between branch junctions 18 and 19. Branch 18 includes in.- candescent lamp 20, arranged in shunt rela ti on to branch 19, while the latter branch ingramed in Fig. 1 will now be developed in. the course of a further description of Fig. 2.

In said figure branch 18 of circuit C is shown as including four incandescent lamps 20 arranged in multiple, while branch 19 not only includes the ValVehOlding-magnet coils 20' but also a current supplying contact 21 and the interposed armature 9 of the governing instrument R. The branches l8 and 19 are so related and the resistance proportioned to each other and to the clcctromotive force to be employed, that a current traversing said branches w ill be such that the valve-holding magnets 20' will be normally supplied with current sufficient to hold the valve controlled thereby against a required air pressure with a high factor of safety, as well as being enabled to recover its armature 9 upon release against said pressure. At the same time the danger signal lamps-"20 are fed with a current only sufiicieut to maintain the same normally at a low incandescence for tell-tale purposes,

Obviously, when the governing magnets 7 and 8 have moved the armature 9 awa from the contact stop 21 toward coil 8 to break at 21, the branch 19. including the valve-holding magnets 20, by reason of a change in the respective [strengths oflmag nets 7 and 8, the decreased demand for current by reason of the opening of branch 19, will on account of the presence of resistance 17 cause a more copious flow of current to the'lamps 20, resulting in their full illumi nation. The function of resistance 17 serving in such an operation to obtain an increased voltage or terminal potential on the signal lamps by virtue of the decrease of current normally flowing through the series resistance, [when the branch 19, is opened! The certainty of response of the armature should not only be positively assured by the magnification of the differential changes in said coils 7 and 8, initiated by. the introduction of a small external resistance, under danger conditions, but provision should also be made to hold the armature in the required biased safety or danger'positions in a manner whereby it will be maintained in either position unaffected by heavy' vibration in the cab of the traveling locomotive. To this end there is provided a dissymmetry of the magnetic circuits, according to the position occupied by the armature of thegoverning magnets 7 and 8.

The armature 9 is shown as being pivoted at its center to a post 92 that is connected with the yoke 23 of the magnet pair. There is thus formed a magnetic circuit for each of the coils 7 and cores 24, 25 joined with yoke 23, and having the return post 22, and completed by the an mature 9 and the air gaps between the armature ends and corresponding core ends, re spectively. The coil 7 may be caused to normally preponderate in its attraction of armature 9 by adjusting the stops 21 and placing the adjacent armature end there against, so that the air gap between the core of magnet 7 and the corresponding end of armature 9 is less than the air gap between the core end of 8'and the'o her end of the armature.

The bias in favor of coil 8 when the-armature has been attracted thereto under danger conditions may be positively maintained by allowing the attracted armature end to.con-

tact with the pole end of said magnet. Byopening circuit B, upon pushing circuit rhalringand-breaking button 26, there will follow the release of the attracted armature end from coil 8, which will upon the passage of the traflic controlling point he re-attracted to coil 7.

From the foregoing description it will be apparent that lamps 20, which give a red 8 that is made up of the 'th rough conductor 12 coming extinguished but the valveholding 80 armature and valve thereby revealing in a more positive manner a failure on the side of safety. It will also be noted that the lamps 20 under safety conditions are caused to produce a light of one character (low in-' candescence) and a light of a different character (full incandcscence) to indicate dangel, effecting both results without requiring a make or break in the circuit within which the lamps are included.

In practice, instead of employing the conductor 13 in itslfull length extension, as shown, I simply connect a short length of said conductor to the framework of the locomotive, which serves as a return conductor from the Wheels. It will also be noted that the front pair of wheels 28 and 29 are insulated from their axle, as indicated in a conventional manner, by the employement of heavy black circles as shown. lVithout this provision the axle would allow of a short circuit therefrom through the metal frame of the truck to the second pair of wheels.

At this point in the description it will be observed that it is characteristic of this invention to provide a novel arrangement of the conductors 12 and 13 of the partial circuit A, A" with relation td the rails of the track, whereby said circrit is completed through a divided pathway made of both 110 rails of the track. The current flowing divides at point 2,, part passing through wheel 28, ra i l g',, to wheel and axle 27, to'conductor 13 ;and the balance of the current flowing'throu h con- 14o ductor 12, passing to wheel 29, rai 1", to wheel and axle 27, to conductor 13. On account of employing such a parallel pathway through both rails of the track it is necessary to provide at signal receiving and trafiic controlling points oppositely disposed insulated joints 28 in order to interrupt the magnet being deenergized will release its current flow through the partial circuit A,

A under safety conditions, when it passes thereover. A speciai advantage of such a disposition of join and means of controi proposed is as atcd in the preamble of this specification, that an equipped locomotive can travel ovcr unhondcd track without cans ing the operation of the dc'ri thereon un til :1 place encountered when: there two complete breaks in the 1itii uity of the rails found in exactly opposite points in the track.

Prior to the filing of this application it was old in the art, in connection with track circuits, to so arrange a partial circuit that it connected with a live-wire loop or partial circuit the rail on one side: oi? the track section with a correspondingly loco: jaccnt rail in a neutral or inactive w izcion intervening between the nent udjacent track circuit section, thereby 'neccssiisi g the employment of four insulated joints and an auxiliary battery for each section,

An important feature of the present in vention involves the eu'aployic re tively short dead-wire loop or cuit arranged to iiiiiiiifilh-fJiii the pair of joints that town ium. vi .3; adjacent track-Mircuit as by ounce/ct ing said loop or partial nit to the rails on one side of the track, that have like track batter poleconnectious. By such an opposed relation of the track batteries in the respective ad cent track. circuit sections, it will be apparent tlrata partial cir- 'c'uit connection as proposed from one rail of a given poiarity in one section to a correspondingly located rail of a like polarity in the next immediately adjacent section, there will be no danger of an interchange of track-battery current between the two sec" tions thus united by a partial circuit. The incomplete or partial circuits thus formed are successively completed by the train car ried circuit A. A when the locomotive carryingx same passes the block junctions at which they are located. The local equip ment of each block junction further includes the conductors 32 and that form the partial circuit. the lfitfiIPfiisF-L armature 33 and contact 33 of the truck relay 30. The conductors may be formed in duplicate in order to allow for breakage of any one. The track-relay 30 for governing the make and break of said partial circ it is located imrnediatelv adjacent thereto. and is can uectcd with the rear end of the block rails of the section oer which it mes-ides through conductors 3'1. and 32. While the battery for suoplying current to the track:

.relay 30 and the rails of said block section of the traclsrelay 30 and an interruption of the partial. circuit controlled therehv to present the resistance of the 1o1nt to affect sa no th :2 rco in .is a loocmiotiw passes froin one block to the next adjacent block there is an tea-val, of time during which the front pail of \l'H'iS; and the next adjacent air om our the relative positions shown in fig. lllf'ii s to say, the front pair of wheels are upon the rails; in one block while the :ocowi pair of Wheels are upon the rails of the next rcar clock. It now the partial circuit crowd by the conductors 32, armature H3. and wire 34 connecting the respew tire rails. found to be open, circuit A, A will he opened or the current therein diminished and the required changes in the rah carried circuits necessary to the production of the signal and application of the uir lu'alos will simultuneously follow. In this po ition also, on account of the front .vlw-cls and "if being electri ally connect (:tl h ire 1&3, gurm'ision must be made for prcicmiugr the front wheels, when they ul uiomugu; the rails ol the advance tion from shooting the trackuelay 30, and llu rcir on se the deifiuergization of said rein and produce or set a signal against i lf when traveling in either direction. This can be easily accomplished by the emoloyment of an additional insulated joint 28. positioned as shown in Figs. 3 and 4, which is shown as being inserted in advance of" the pair of joints 28", at a distance ahead. that is somewhat greater than the iuteryal between the front and second axle of the locomotive. and inside of the rail connection of the track-relay 30 at that point. This joint being on the same side of the track as the loop or partial circuit, and with one of the insulated joint pair 28 there is provided an aggroupment of joints relative to said partial circuit and he line of rail on one side of the track that serves to protect said circuit from leakage effects. as well as serving as a means of protection against foreign currents that might tend to affect the circuits.

,Xccordingg to the plan of this invention, it is proposed to act automatically'on a iliiataui train from a point \i'hich it is danf'fii'OllS to approach. and at such a distance from the danger point as to provide an ample space in which to bring trains to a stop from customary speeds but at the same time at a distance sufficiently JTcar such danoer points a, to avoid interference With the orderly increment of trains through unnecessarily retarding their progress at remote distances. In the installation of such a system hascd upon such a plan. practical considerations rugg'cst two available methods. These are; first. to provide an .overlap" or siiceal roduciu apmoach to an obfet uviml hlock. of a length which is now unidc the standard of separation between trains. on roads already equipped with automatic and manual block signals, so as not to requi u roorgriinistation of said existing uzri isiile gnal systems. Second. on roads when it is not required to meet the special rouilitions of an existing signal equipment, the plan of this invention proposes to divide the track into lengthswhich represent the minimum distance in which trains of high rpeud can be safely stopped and to provide trafiic rontrolling points therefor at the ll l 'ii junctions that are controlled. in a manner ulierebv a zone of influence be- MI by inserting :1 pair of joints 28*, mid way of the len 2th of the block, as shown.

thus provided a plurality of Subsections throughout a line of track, each of which is provided with a track-relay and battery connected respectively to the rear and ad ance ends of each section. Accordjug to the plan of this invention each track relay governs or controls the battery or cur rent action in the next adjacent sub-section. in the rear. H1 order to obtain a zone of iniiiu-ncc back to the next. succeeding trackrehiy. For this purpose there are provided two types oi" relays, one type constituting 1! series; arraug 'id at each alternate sub-sec tion. each of which is responsive to the presence or absence of current while the other type of relay is arranged as a series in the intervening alternate sub-sections and ore responsive both to the prc'sence or absence of current. and to a reversal of current in tin Ii'fll0l'15 in which they are included. The i! --relays of the iii-st mentioned Series ow iion not only to control the partial cir-- ruin; utthe junctions over which they preslu hutv to al o wntrol the battery in the 1 on by revere-sing its pole can he rails of the section it fee ii-relays of the last mentioned sri'mn function not only to control the partinl rirruits arranged in connection thereu ith but to open and close the battery conin: lions. ith the rails in the next adjacent rear section. Referring to the second type: r., the iii-aural polar relay it is shown Ar bring ronnectcii with the rails of sul section ill. 53?" designates :1 neutral 21111;? i-i ii... one anti Ju a poiarai-aiatilie, both ei'ng arranged in operative relation with the re lay magnet 30*. The neutral armature not only inserted to form a part of the battcry connection 32 ll of battery 29'" in its connection with sub-section 1'1. but also serves in conjunction with polar-arn1ature :53". to complete the partial circuit around insulated joint 28. formed by conductors 32. 34'. According to such an arrangement neutral armature 33 functions to besides having a neutral armature 33 in sorted in the partial circuit made up of conductors 32; 34, it also is provided with pole-changing circnit-controllers 33, 33, arranged in operative relation with the contacts Z. l, and m, m, respectively of the battery 29, and mechanically connected with armature 33. to the rails of the advance end of sub-section by conductors 29 A like type of relay is shown as connected to the rails of Subsection Ill, and provided with a neutral armature 38 that normally series to close the partial circuit mime up of conductors 34, as Well as to normally hold closed the wayside signal circuit that is made up of conductors 25V. and other devices arranged in a Well known manner (not shown).

H T8[)FSl'lt5 the signal or semaphore arm mounted to swing on the post ll. and which is normally held in oblique oNuafety posi tion by reason of the closed signal circuit. and also is connected through rod H to a mechanical pole-changing device it that is made to assume a position to normally close the contacts 17, I; of the buttery 2%). "hen. however, the semaphore arm H has been raised to a horizontal position to indicate hunger as a result of the opening of the signal circuit by the dropping oi' arumiure 33. it will actuate the pole-changing device it. to cause the breaking oi the contacts 2'. i and the making of the contacts In, k.

The ope *ation of the foregoing described system will now he pointed out" commencing with an investigation of the sequence of action resulting from the presence of a train in given sections.

l il'af operation. -r may first assume that a railway train has approached in the direction. of arrow block junction The battery 29 is connected The entrance of the train into block Z will cause the shunting of the current of the -track-battery therein.through the wheels and axles of the train, thereby efiecting a deenergization of track-relay 30, at the. rear end of said block. Relay 30" thereupon releases armature 33 of; said relay. which in dropping opens the contact 33 of the trailic controlling partial circuit around the joint 28. thus de'e'nergized pole-changing circuit controllers 33 33". are also dropped, thereby reversing the direction of current from the battery 29 in sub-section ill of block Y. The current reversal in said subsection U1 is followed by a cl'ianoc of polarity of the neutral-polar relay 30", the polar armature 33 of which responds to break the traffic controlling partial circuit formed at joint 28". Thus it will be seen that the operation just described assures a danger giving condition at both the joints 28 28, thereby protecting block Z at its home Y-Z junction, and also in the rear of said junction by an overlap. say of 2600 feet back. so that a following train in its ap proach to the first mentioned train would receive two distinct cab signals and train controlling indications before it could reach the train in block Z The operation resulting from the pres ence of a train in sub-section IT in block Y would be the same in the advance section of block X. as just described. with the exception that the dropping of the neutral. armature of track relay 3O would not only break the partial circuit thereof but would also open the. signal circuit and release the signal blade ll, allowing it to rise to a horizontal position by'gravity in the usual way. The movement of the semaphore arm H as aforesaid would in turn actuate the con-- nccied mechanical polc-changcr h to make it assume a position to break the contacts L i and make the contacts ls. 5. thereby reversing the direction of current in the advance section of block The operative cllect of the current reversal upon the relay in said rear section would be identical as the described effect on tl e relay in subsection III of block Y.

Second 0pcrazi0n.-ln order to hold the joint 28 and the joint 28 presented lby the breaking of the. partial circuit or looplunder danger conditions during the presence of a train in :ulvanccd portion of the block Y, we will nonconsider that a train has procccd d to a l ulP-l in said block to occupy subsection l l ln su h :1 position the. train lwcls \(iil .illlHQ the sh nting (ii iii battery and the ronscqi'icut dci nergliaation oi traclvrclay 30'. which in turn will cause the l' ltlL l' of neutral arnnituro $3". ll he rck'e'ase oi said armature results in brca nizsj n t only il". ionic-rnnd al out When the track-relay SOfisjoint 28* but also the connection of battery 29* with the rails in sub-section II. This cutting out of battery will in turn act to cause the decnergization of the track relay and consequent opening of a traffic controlling joint in sub-section I in block X.

Referring now to Fig. 4. there is shown one r'ull block and two adjacent blocks X,

Y and Z each of which contain duplicate apparatus. Since the apparatus at each block junction is characteristic of all the apparatus located at junction Y Z may be taken as an example. Track relay 30 connected with the rails of the rear end block Z comprises those features and ele" ments of the system which are obviously the same as the elements in the apparatus shown at the corresponding block junction Y -Z in Fig. 3. In addition thereto, the partial circuit composed of conductors 32, contact 33. neutral-armature 33, and conductor 3-1, include the polar armature 33 and contact 33". By the employment of such a type of relay at each traiiic controlling point there is provided a means which functions under danger conditions in the block in which it presides, by dropping its neutral armature. to break the partial circuit as well as to cause a current reversal in the next adjace; 2. block, and which also functions upon the reception of a current reversal impulse initiated by a danger condition in the next advance block, to cause the movement of its polar-armature to thereby break the partial circuit which it controls. Ve may now consider the operation of the system diagrammed in Fig. l.

It is apparent that if a train were present in any one of the blocks X, Y, Z-say in Z, the trafiic controlling points that form the rear limits of blocks Z and Y would be aflected, that of Z beingaiiectcd by the openin of the, partial circuit guarding said point, y reason of the dcncrgization and armature dropping of the traclcrelay at such a point. and furthermore a current re versal would be effected in the next adja cent rear block by the functioning of said track relay in a manner heretofore do scribed, thereby resulting in affecting the polar-armature movement of the track-relay in said adjacent block Y and causing a. breakage of the partial circuit at the said traliic cmitrolling; point.

It will be observed that the track circuit arrangement thus proposed by Figs. 3 and 4' is characterized by the absence of line wires connecting the diflcrcnt block sections and that the entire signal information as to the condition of an. ock or subsecti n ahead goes through an all-rail track circuit. and without complicating said circuits by additional signaling apparatus. as the entire cquipmcnt for cach secti n or su sec-- tion consists of a single relay instriunenl. a

locomotive either by controlling the power of the locomotive to cut' oil such applying the brakes. In the automatic control of the locomotive and train is preferably effected by a brake application, and I will at this point describe the air brake apparatus involved and controlled by the circuit arrangement hereinbefore described.

Referring toFigs.

power or by present case the 5, 6 and 7, I have illus trated in said views automatic controlling means arranged with the air brake apparatus of the Westinghouse system, and adapted to be actuated when there is a danger condition ahead of the locomotive according to the circuit changes hereinafter pointed out. A

uid pressure air brake system is nnnecessaryfas the present invention is shown as being employed with a system that is well known and understood. This system involves the employment on the locomotive of an engineers brake valve 40, that is con nected with the main reservoir 52 through a pipe.5l and connection 40', to the feed valve 54, through pipe 53, thence valve through pipe connections 55 and 58. The engineers brake valve has also a connection 59 with the main train line pipe, These parts are common ap' urtenances of the Westinghouse system, and need be illus trated and described only so far as to set forth their relation to the present invention. As before stated the main or controlling function in applying air brakes is the re lease of the air from the train pipe. In the air brake system the operation of dischargair from the train pipe is efl'ectedby an in exhaust valve controlled by an equalizing piston.

In Fi s. 5 and 6, there'is represented an engineers brake valve, which is shown in the latter figure as broken away to disclose in section the brake-valve case, equalizing piston and other operative elements con tained therein. 59 designates the train-pi c and its union with th valve. while 44 shows section the exhaust pipe fitting that has communication with the train Spipe 59, throughfhe exhaust valve casing 5 The valve for controlling the ex haust ports 42 and 43 that affords commu uication from the train-pipe to the exhaust pipe fitting 44, consists of the equalizing pis ton 41 and the train pipe exhaust valve 43, that is carri d by the lower end of the stem 42. 41 provides an equalizing feature by having air on both sides thereby forming a dividing line between the train pipe and chamber 45. The lower porti n f detailed description of the back to the brake e engineers bra (e.

. pressure in chamber 45.

The controlling means ordinarily employed for releasing the air from the chamber 45 is the rotary valve 49. This valve serves to perform the general functions of regulating the flow of air from the main reservoir to the train pipe for releasing the brakes and from the train-pipe into the atmosphere for applying the brakes, accomplishing these results by reason of controling the flow of air through various ports in the rotary valve seat. a

According to the plan of this invention a train-pipe reduction is secured by a reduction of pressure above the equalizing piston by electrical control but instead of discharging directly from the chamber 45 to the atmosphere it is proposed to take air from the equalizing reservoir. In other words it is proposed to provide for automatic control of the equalizing piston without regard to the position of the hand controlling lever device 50, that is the rotary valve. It is to be remembered, however, that train-pipe pressure connects at all times with the chamber 45, when the rotary-valve and operating handle 50 are in running position, i. when the top and. bottom of the equalizing piston are directly connected. This position of the engineers brake-valve is shown in Fig. 6, where the cavity 47 of the rotary-valve '19 connects the port 47 with port In said figure it will be seen that port 47 leads from the face of the rotor -valve seat into the train-pipe and allows 0 communication therefrom to the chamber 15, through cavity 47, and port 46, which latter leads from the face of the rotary valve seat into chamber 45.

As it is desirable according to the plan of this invention to effect an air-brake application when the engineers brake-valve is in running position and the train pipe is connected with chamber 45, and as under such conditions it is necessary that the pres sure in chamber 45 shall change at a greater rate. as a result of any relief action than can be rcsuoplicd by the train-pipe pressure under such conditions, for the same period of time, it will now be explained how a release of air pressure from the equalizing reservoir will realize such a result. To the end of securing a requisite relief of pressure in employed to manipulate chamber under these coalitions. I provide preferably a oneeigh inch opening or vent in the equalizing rcscrvoi while the feed through port 46 to chamber is pref crabl gv one-quarter inch in that The question of effective operatn in rwiueing pressure in chamber 45 un-icr these condr t-ions is not one oi prtmortn nul :m 1 alone but one of areas plus velocity 'hscharge. The vent from the equalizing 1a.;ervoir be ing directly to the atmosphere. i. a, from a high pressure to a low (Ll/T POUYMLS} there will be cllected a high rate of dischargp and much greater than can be obtained from the trainpipe to the cham 'ier &5, through a larger opening because the pressure discharge from the traiu-pipe to pressure but slightly l1. w it results in a. slow velocity or rate of discharge, which cannot equal that from the equalizing reservoir to the atmos phere.

The means for obtaining the \ent from the equalizing reservoir will now no {lescribed with reference to Fig. T. to said figure, 20" designates a needle valve that is arranged to seat 01: the valve-scat 20 that is incloscd by the p t fitting 35, which latter is adapted to sc ewed into a threaded opening formed in the wall of the equalizing reservoir 38, the lion there from being through outlet 3 l to and through outlets 3th when the said valve is raised. The stem of the needle-valve is extended vertically to project through the volte 20, guide 20, and connects: centrally with the armature 9 of the elcctro-magnet -2O". The armature 9' is provided at its ends with pendent arms that project plunger-like into the core spaces of the respect/1vt coils 20, which arms in their normal closed position almost contact with the core ends 9* of said. coils.

The air controlling mechanism involves not only means for releasing air press on in the eoualizing'rcservoir and the resulting air re ease in the train-pipe as; above dese 'ibed, but in order to succ ssfully cause a reduction of pressure in the system and thereby secure a prompt and effective application of the brakes when the engineer's brake valve is in running position it is also necessary to cut oil the flow of air from the main resm'voir 52 to the train pipe. while the latter is being vented. For this purpose this branch of thginvention provides at a con enient point in the air pipe SSS-5Q, extending from the lecdwalve 54, to the pipe connection 58" of the engineers brake-naive. a, spccial quieleacting shut-Mi alve. which is operated by movement of an inclosed piston, that is subject on one side to the prey sure of air" from the feed-valve and on the other to the pressure of air in the equalizing-reservoir. Referring particularly to Fig 7 there is shown a sectional view of said when in. which the valve body is shown as being made up of two separable portions 56 and 57 bolted together, while the movable parts contained therein are shown in their no mal pwillmrs. designates the feed ('wi'ineclion. while 58 is the train pipe connection to the shut-oil valve. 68 designates a slido-vuluti 1 's mounted on and carried by the stern 6 of the piston 63. 69 designates a spring l or guiding and balancing the slide-valve (35 i This slide-valve 68 opens and closes c uninunicaticn between the valve chani 'scr 56" and the train-pipe connection or port 58. The slide-valve also opens and closes communication between said chamber 56 and the atmosphere through bleeding port 70, pipe 71 and whistle 72. The piston HR is adapted to travel up and down in the cylinder portion 63' of the valve to cause the slide-valve to open and close the ports 58' and 70, respectively. Said piston is moved back and forth by creating a difference of pressure on its two faces, being subjecton its lower side to the main reservoir pressure through the fccd-valve and on its upper side to the equalizing reservoir pressure, the latter pressure being rendered effective by reason of the apnnminication from the equalizing reservoir to the upper chamber 57, of the sl utotl valve through the pipe 61 and port- 61. its an aid to good operation the piston 63 engages a spring-controlled plunger 65 that is subject to the influence of the spring 66 arranged in operative relation therewith, shown. and which serves to cushion the, blow upon the lifting piston as well as aiding in sta ting the piston in its return downward movement. Thus it will be seen that, the valve as is given immediate closing movement upon the discharge of air from the equalizing reservoir by the automatic rening of the needle-valve when released 7 its magnet. and serves in its movement not ml to 0105i the passage in the trainpipe but also to release the air from the chambe in 'vvhieh said valve moves and into which the flows; from the main reservoir through the feed-valve. The air whistle connected as described serves to notify the engineer, b v ccntinuous blowing under main reservoir pressure, that said shut of? valve has been brought into action, The air rcliei' 'alve of the equalizing reservoir can be closed. and the stop or cut-oft valve in the feed air pipe restored to its normal position by simply pushing electric break and. mnltc button 26. included in circuit ll, hereinbel'orc referred to. while the brakes may be released hv turning the enginecrs brake alve handle 50 to release position.

The auttnuatic controlling devices justdoscribcd for applying the air brakes are of course governed by the valve-holding map not Y under the influence of the circuits heretofore described. but the same may be employed with a cab system of any kind, although that shown is preferable.

When the air ,brake apparatus stands in the osition shown in the drawings, it will be obvious that the brakes may be applied by hand control in the usual manner. Should, however the armature 9 of the governing magnet ll be actuated to break the contact 21, the valve-holding magnet will be denergized, thereby li berating'its valve which will thereupon be blown off of its seat by the air pressure venting from the equalizing reservoir. which as before set forth will cause an air brake application.

Although I have illustrated but one particular system of locomotive equipment and two particular systems of track-equipment in which my invention may be embodied, it must be understood that the same may be embodied in various other structures and arrangements and combinations of circuits, all within the principles and scope of this invention.

What I claim as my invention and desire to secure by Letters Patent is:

1. In a system of the character described, the combination of a local train carried circuit, an armature controlliiig said circuit, controlling means for said armatu 'e including parallel train-carried circuits, a bridge \vire included in said parallel circuits and translating devices included, respectively, therein. on one side of the bridge wire and controlling devices included, respectively, in said circuits on the other side of said bridge wire, one of said parallel circuits being connected with the track rails, and a means located along the way for varying the current in the track connected circuit.

2. In a system of tl" character described the combination of a train-control and signal circuit, an'armature controlling said circuit, controlling means for said armature including parallel circuits, one of which is completed through the rails over which it is carried and controlling devices and resistance members arranged in series in each of said circuits, a low resistance conductor connecting the parallel circuits at a point between the resistance members and controlling devices; and means located along the way for varying, under dangerc'omons, the current in thetrack connected parallel circuit.

3. In a system of the character described, the combinatiofioF-atrain carried working circuit, an armature controllingsaid circuit and controlling means for said armature comprising a pair of op osing electro-magnets, and a current supp ied bridge, including in one pair of its uniting arms the respective magnets, and in its other pair of uniting arms prescribedresi'stan'ces and a bridge wire connecting the uliitin arm pails; a track circuit including a portion of the rails thereof in one branchof the uniting arms first mentioned, means controlled by said track circuit for varying under danger conditions the resistance of one of the magnet pair.

4. The combination of a train-carried signal and train control mechanism, a local train-carried circuit therefor. two coils arranged to act in opposition in the control of said local circuit, a circuit for each of said coils, one ofwhich is completed through the rails of a'track and that is arranged in our rent balance with the other circuit, a track resistance means for altering the balance in said circuits by introducing resistance in one of them, and a bridge means for further altering the balance in said circuits upon a change of resistance in the track completed circuit.

5. The combination with a line of track and a vehicle movable therealong. a normally closed circuit carried by said vehicle and arranged in electrical contact with the rails, of a magnet in luded in said circuit, an opposing magnet, a closed circuit therefor, a signal controlling means governed by said opposing magnets. a source f electric current carried by said vehicle. and means for automatically varying inversely and unequally the current strength in said magnets upon a variation of current in the normally closed circuit, first mentioned, under danger conditions. I

6. The combination of a train-carried sig nal and train control mechanism, a local train-carried circuit therefor, an electromagnetic device for controlling same embodying two coils whose action is governed by variations in the energy relation thereof but which are normally arranged in current balance, a circuit for each of said coils, one of which is completed through the rails of a track, while the other is closed, a man ually operated make-and break device included in said lattcrcircuit, a track resist ance means and a means for altering the balance in said circuits of the current relation in correspondence to a change of resistance in the track completed circuit, by rea son of an increment of current in the last mentioned circuit.

7. The combination of a train-carried signal and train control mechanism, a local train-Carried circuit therefor, an electro magnetic device for controlling the same embodying two coils whose action is governed y variations in the energy relation thereof, a closed circuit for eachof said coils having a current relation that is'normally in balance. one of said circuits being completed through the rails of a track, a track resistance means included in the track com- Pleted circuit and a means for altering the balance in said circuits'of the current relation thereof by an increment of current in the last mentioned circuit in correspondence to a change of resistance in the track completed circuit 4 8. The combination on a locomotive of a normally closed track completed circuit, a lccoinotive-carried source of current therefor, a magnet included in said closed track completed circuit, a. signal controlling armature that released upon a certain decrease of current in said magnet, a second magnet for attracting said armature upon release, a closed circuit therefor and means for causing a shifting of current from the first mentioned magnet to the second mentioned magnet upon a change of resistance in the said track completed circuit.

9. The combination with a line of track,

and with a vehicle movable there-along, a

signal and a alve controlling circuit, comprising a permanently closed signal circuit and a balancing shunt, a valve holding magnet included in said shunt, a valve controlled by said magnet, a neutral armature for opening and closing the shunt, opposing electromagnets arranged to exert opposing pulls on said armature, one of said magnets preponderating to hold said armature norniallyoin a safety position to close the shunt and thereby hold the valve closed, a circuit for each of said magnets, one of which is completed through the rails of the track while the other is normally closed, and that are arranged in current balance with each other, a track,resistance, and a means for distributing the balance in the energy relation of said circuits, by an increment of llF'l'Glll in the last mentioned closc-d circuit normally in correspondence to a change of resistance in the track completed circuit.

10. The combinationwith a line of track, and a vehicle movable there-along, a pair of circuits carried thereby, one of which is nornially' completed through a portion of the rails of the track While the other circuit is normally closed, a source of electric energy for said circuits, a pair of magnets included, respectively, in said circuits, a signal controlling armature therefor, resistance means located at points along the line of track for varying the resistance of the rail" completed circuit, when said resistance is enrou'iitered ruler danger conditions, and means for uutvniuticallf, varying the cur ent strength iirsaid magnets byan incremeuj iii current in one of said magnets in. correspondence will the track resistance intredxmed under danger conditions.

ll The couihination with a line of Way. and a vehicle movable therealong. a pair of v ,cle carried circuitgy'a translating device controlled by and circuits. and responsive to a reciprocal variation of current strength in said circuits and means for automatically decreasing the current strength in one circuit and.siinullaneously increasing the cur rent strength in the other circuit under danger conditions.

12. In a signaling system. in combination a line of track, a vehicle movable along said track, a signal located on said vehicle and means for controlling same, comprising a relay ha ing opposing coils and a connnon armature for the same, arranged in control.- ling'relatic-n to the signal controlling means, a circuit for each of said coils, one of said circuits connecting with the rails, means subject to the control of a danger condition on said track for varying the said track connected circuit to cause a decrease in currentstrength and means for simultaneously varying the current in the other circuit to cause an increase of current strength. 1

'13. In a cab signaling system, in. combination a signal located on a vehicle movable along a line of track, means for con trolling same. comprising a relay having 0pposing coils, a common armature therefor, a circuit for each coil, one of which per inancntly closed and the other is normally completed through a portion of the rails of the track, resistance means on-the track for varying the track completed circuit. and a means connected with both circuits for varying the current flow in the permanently closed circuit upon the varying of current How in the track completed circuit upon the inclusion of the track resistance therein.

14. The combination with insulated track section circuits and a vehicle movable therealong, a normally closed vehicle circuit terminating in Contact with the rails, an an; iliary circuit controlled thereby. a i ehicle carrie'd current supply tlici for, cooper-at ing electric danger signal and electromagnetic brake controlling means included in said auxiliary cincuit and arranged in shunt relation a resistance arranged in series with said electric danger signal and elia-tro-niagnetic brake controlling means, as and for the purpose set forth.

1."). in a system of the character the combination of the follow. 5 in tru ineritalities, in operative relatioi'i. to 1,. source of electric energy, a lamp-circuit, a shunt for said lamp-circuit.a, lamp lator and a valve -control uiagiieti" tans ncluded in said shunt, a re! me ill series with said lamp and shunt circu ts and means responsive to a danger con l iu trawl; for opening said mun; ll). .ihiocoinofivv if;

cluoing an -t allel low ts;

s. id ilClli'lllg dev (i normally supplying; a p rent to said circuit and i cal means responsive to a condition on the track for 1' w ranged in parallel with the circuit including said indicating device. substantially as do scribed.

17. A locomotive carried signal system, a signal lamp included therein, a source of electricity carried on the locomoti e nor mally supplying current to said lamp to cause some to burn at low incandesceuce, an electrical means responsive to a predetcc mined condition on the track for increasing the current flow through said lamp, substantially; as described.

18. in a protective system for railuavsa track divided into blocks, a. normally closed track-circuit including an electronmgnet for each block, a train carried source of electricity, a train control circuit fed by said source of current and subject to the control m" the respective track electromagncts, an elcctrornagnet included in said train control circuit. an air brake valve controlling means controlled by the last mentioned magnet, a lamp branch circuit receiving nor mally a prescribed current from said source of electricity. a lamp in said branch circuit and an electrical means responsive to a change of condition for increasing the flow of current through the lamp.

19. In a protective system for railways track divided into blocks, a normally closed track-circuit including an electromagnet for each block a train carried source of electricity, a train control circuit fed by said source of current and subject to the control of the respective traclvelectromagncts, an electromagnet included in s'aid train conlrol circuit, a lamp branch circuit receiving a normally prescrilt=ed current from said source of electricity. a lamp in said branch and an electrical means responsive to u change of condition in the train control circuit for increasing the current flow through the lamp.

520. In a system of the character described, a source of train carried. electrical energy, a working circuit comprising train carried closed parallel branches. lamps an d an clectrv magnetic vair -controlling means included. respectively; in said branches. a n. auce means incl ulcd in series with said branches having a resistance that gin-(ascribed w th relation to that of the ulorcr id mentioned .llllllllr'i' and Kil s, cicctroniagiMic means in normally can-ac the in lie supplied with cur ent to bi in emlescmure and when the ole suns is i 1- active by the one: 7 o; the in": h cirou thereof to cruise incr lf l'i ri til igh the lann" to malls lull illumination. and sponsiie to a predelernu the trawl: f r opt cludi u the clue? tiull described.

541. Eu :1 ovar an of the char in said branches, the re nuance ol' the lab for being less than that of the lamps; when the -::ircui-t tlzerethrough is closed, a rematzznce means included in eerie-s with said branches havlug a reiustance that i conr arableivith the resistam'e in the afousaid mentioned lamps and. the electmniagnetic means. and that prescribes an inciras d lion of current through the lamps when the mag nctic means becomes dei nergized upon the opening of the i. included and an electrical means responsiw to a pwscrilml condition on the ll'tl'lli tor OPQIllTlfI and closing the bran h cir uit having the clcctromagnctic moans. substan- Eiallvas (iOSil'llJBd.

QQ The combination with u train-curried working circuit. and a source of electrical current supply therefor, separable. contacts in said circuit, a valve holding magnet in cluded in said circuit, a parallel circuit con nccting around said magnet and contacts. an incandescent lamp imduded in said last mentioned circuit. a prescribed resistance in cluded in circuit between the source of cur rent and the connection of the lump branch with the valve holding magnet brun h ol' the working circuit; a lnagne Zablc part for holding said contacts in engagement. a pair of opposing magnets one of which releases the IllllgllBlilZIllJ-lt part upon a vlcrreasc of current therein and the other of which a!- tracts said magnetizahle part upon an in crease of 7 current thereiiu sail: nil-ignore thereby cooperating to hold the i'(. lll ll'l dosed in one condition and to open same in another condition and normullv closed in tcrrelated controlling circuits including, respectivelv. said magnets and means ocutcd along the way for :11; inc; the rrsiw the circuit including lucmagnet to l n rgizcd.

2 In a s l'QlYl of the character described, tho combination suhstuntiall} describe l of an air brake system having a \ent u valv for controlling the same. a magnet contror line the valve, separable contacts. a non niailv clos circuit inclumn magnet contacts, a means along thr tro ling the $121 ation ol the i i ("lll'kliw inuu icl m lGllllil branch circuit in which it lflO Elli) through the lamps sufficient $0 ill'uniinatw them to :1 low inczuulescnnce Fluid i st tioned resistance being also a uptell upon the opening of mid. magnet cumuit t0 vans: an increase of current, flow thruugh 6'11: lamps tn misc them is fullillmninutiun.

'2 In :1 synein of 51m clLu-ac'mn' dPSQIllJBll, a train curried source a lecti'i-f CHEF? :1 signal and train (:nntmi v i 1 connected. A pair of (:untwi c ductively CUHQBCTE'LL :1 ll'iC/llli JU iS Uk'lll'lg mnfml 0111-111 included in said train control circuit and an electromagnetic mmnu 211? govern 10' said (llCllllklfiffli'uptfif elm; included said control gircuits fill-Ll me for inter 1 rupting one of said cnnti'ol cnsuits that is Ca CfflIlfiLl 1111111, located along the line of way 11nd means in @111 Hating upun cluded in Hull set of vil'nuits fill causing :1 to 0:1 1 Shifting of current from time in /en'upte l circuit to the other cdnipnniun iit upun the interruption of mu: 11f Quits substantially 11:v 1301101: I

In :1 510111 of the 0 1111 :wl v1 (ilffllllll ikl. a train (:al'i'icll snun'o of lric vim-3y, :1 lamp-circuit 21ml :1 nting 1min rontml circuit, a pair or cnniml Pm 1 m1 (in (-uits being all cOniluaiin-lv con, iml ml 11': l'wl by the same source oi ulwl 1 vnvz'g a run a cii'cuit-intcrruptor included in 1111' 111mm lgrnl Circuit and :111 clectmne: con 1111i 11}! :1 pair utupposing ei'iung SzllLl 31rcuit-intenupic1, r an: in cluded, respectively in said vunlmi circuits and means locatvd (111 the tun rupting one of Hilld confignl means included in Q-(1cl'1 so}; 01" causing :1 shifting of current um Ll terrupted circuit in lu) other C(IELR f ay 11\- circuit, in maul; set. fill} 1111122., ci'1l1e(l.

21". svstem'uf H10 (l1?! 1-121 h snurce 05' four carried closed pawl, therefor. conductivulv connectnu an electro-lnagneticallv CODtl'x'ilirid means. included. respectively. i1 circuits, the resistancu of tlw K than that of the l=1n1ps 11,101; the a unit tlun'etln'uua'h is closei 1110:1115 includm'l in series with H9 51. mils and liming 21 resistance film z djusted with respvcl tn the resistance 15 :l'zcuiorn mid marlin-11141] lamps and tin 11 nutic means and that prw-crilmm 2111 n lluw 0i vurrvnt through the lain v i re 1 uncc, one L @111 1 110211;: nm'n'mlly completed '51 rails of 'lw Lin-111:. two coils M17111 in onpnsiuon in lie mnlml of EB cliuli 21;; tin:

Mini 211 m 1* 

